Variable freewheeling transmission means



2 Sheets-Sheet 1 A. c. PETERSON VARIABLE FREEWHEELING TRANSMISSION MEANSFiled Deo. 24, 1931 April 16, 1935.

April 16, 1935. A. c. PETERSON 39997969@ VARIABLE FREEWHEELINGTRANSMISSION MEANS Filed Deo. 24, 1951 2 Sheets-Sheet 2 Patented Apr.16, 1935 entrar orties VARIABLE FREEWHEELING TRANSMISSION Y MEANSAdolphe C. Peterson, Minneapolis,

Application December 24, i931, sei-inno. 582,975 15 claim.v (c1.vri-336.5)

My invention relates to transmission devices and particularly to avariable means employing particularly free wheeling means wherefore itis called variable free wheeling transmission means.

The particular object is to provide a transmission means which shall besimple in construction, cheap in manufacture, while having particularfeatures of transmission. A particular object is to provide a variabletransmission means which shall be automatically variable in thetransmission ratio without any act of the operator save only in someconstructions the release of a main clutch or the release of theaccelerator pedal, this manual act being in other constructions of 1 thedevice dispensed with. An object is to provide a transmission meanswhichshall automatically in accordance with the speedV of travel take upthe next higher ratio of transmission. An objectV is to provide animproved free whe-cling transmission means where the same is applied tothe variable operation of the device. An object is to provide atransmission means which shall be more direct in transmission in some ofthe ratios than the usual form of variable transmission is.

The principal devices and combinations of devices-comprising myinvention are as hereinafter described and as dened in the claims., Inthe accompanying drawings which illustrate my invention like charactersrefer to like parts throughout the several views.

Referring to the drawings: Y l Figure l is a view chiefly in verticalsection through the axial lines of the principal operating parts of thedevice. v Figure 2 is a view in vvertical cross section at right anglesto that of Figure l on line I'I-II of Figure l. Y

Figure 3 is a detail view showing particularly the governor arms 55 and56 and their related apparatus in a plane at right angles to the planeof Figure l, seine parts being shown in cross section on the lineIII-III of Figure l.

Figure 4 is a section at right angles to the plane of Figure l and onthe line IV--IV oi Figure l. Figure 5 is a section at right angles tothe plane' of Figure l. and on the line V-V of Figure l, some parts infull side elevation.

Figure 6 is a section at right angles to the plane of Figure l and onthe line VI-VI of Figure 1' some parts in full side elevation.

Referring again to the drawings, the numeral I indicates the case ofl atransmission means which may be associated with an engine 2diagrammatically shown only, and is contemplated. to illustrate theapplication of a transmission and engine to driving eitherI of frontaxle driving means or rear engine driving means driving through the rearaxle'. The device is particularly adapted to the direct front drivingvehicle or the direct rear engine rear wheel driving means. Y

Associated with the case I, rotatablymounted therein, is a driving axleli.' The driving axle 4 has` secured upon it for the driving thereof alarge mitre gear E and aV large worm wheel 'I by either `of which thedriving torque may be transmitted as hereinafter described.v Above'theworm wheel 'i there is rotatably mounted in the bearings 8 a worm 9which is in driving relation with the worin wheel 'I'. In axialalignment with the worm S there is mounted a so-called carrier shaft itrotatable in a bearing I I at one end and in the end of the worm 9 atthe other end.

The carrier shaft I il 'has formed integrally with itat three dierenttransverse sections the socalled free wheel cam Wheels I 2, I3, I4 withwhich. are associated three units,V the worm drum I5 xed with worm 9,the spur gear I 6, and the spur gear Il, each of these being rotatablerelative to the carrier shaft It except under the driving conditions ashereinafter described. Each cam wheel i2, i3, It has a plurality of camsI6 inclined relatively to the circle about the axis of the carrier shaftand these cams are in the case of either equidistantly spaced about thecam wheel. -Between the cam wheel I2, I3, It as the case may be and therelated drum or spur gear there are located as many sets of varyingdiameter rollers I9 as there lare cams for the cam Wheel. There may beonly one roller for each cam.

The sets of rollers for each cam wheel I2, I3, or It has related witheach a roller retainer 2li, 2l, or 22, each of which is formed in twosemicircular parts joined together by the screws or bolts 23 inassembling. Each roller retainer has as many peripheral rollercontainers 24 Vas there are sets of rollers for the related cam wheel.Each cam wheel has also another roller retainer 25, 25, 21 respectively,having similar peripheral roller containers 28 and being similarlyassembled by bolting together. In the assembly one roller retainerisplaced on each side of each cam wheel adapted to cooperate with the endsof the rollers of the cam wheel so that rotational movement of the setof two roller retainers for the cam wheel relatively to the latter willalso rotate relal tively with the set, the set oi rollers of the camwheel. This rotation relatively need not be but a `very few degrees andis rather an oscillation on the axis of theV carrier shaft.

Within the carrier shaft I 0 there is placed axially a so-called controltube 29 which has rotational mounting relatively to the carrier shaftWithin it. The control tube 29 has on its exterior surface but withinthe carrier shaft one short sleeve 30, 3| or 32 for each cam Wheel andlocated relatively in the same transverse section as its cam wheel. Thesleeves 30, 3|, 32 each have slots into which but not therethroughinwardly projecting lugs 33, 34, 35 of the respective roller retainersets protrude so that rota.- tional movement of the sleeve will beimparted to the related roller retainer and thus also to the relatedrollers contained within the related containers.

Exteriorly of the control tube 29 there is placed a short spiral spring35, 31 or 38 one for each sleeve 30, 3|, 32 and each spring has one endfixed to the control tube and the other end to the related sleeve andthe rotational tension of the springs is similar so that all the sleevesare normally thrust or tended to be rotated slightly in the samedirection relatively to the control tube 29. Each sleeve 30, 3|, 32 hasmidway of its length a pair of slots diametrically spaced and withinthese slots are the lugs 39, 48, or 4| xed respectively to short sleeves42, 43, or 44 each of which is within the control tube and related toone cam wheel.

The lugs 39, 40, 4| may have short rotative movement within theirrelated slots. Each sleeve 42, 43, 44 has related a spiral spring 45, 46or 41 xed by one end to control tube 29 by the other to the sleeve 42,43 or 44 and the tension of each is such as to yieldably impel therelated sleeve 42, 43 or 44 and with it its lugs 39, 4|! or 4|rotatively against the tension of the springs 36, 31, 38, that isoppositely and this tension of springs 45, 46, 41 is the greater so thatthe latter will overcome the tension of the former. The movement of thelugs 39, 40, 4| within their slots in sleeves 30, 3|, 32 will permitrotational movement of the lugs with respect to axis of control tube 29away from impingement against sleeves 30, 3| or 32 so as to free thelatter from the tension of springs 45, 46, or 41 and thereby permitsprings 36, 31 or 38 to impel their related roller retainers and thustheir rollers against their related cams and thus into operativerelation with the related interior cylindrical face of the related drumor spur gear.

The sleeves 42, 43, 44 are not simultaneously in operation movedrelatively but are successively in accordance with the travel speedslightly rotated relatively by means of a governor rod 48 interiorlyplaced axially Within control tube 29. The governor rod has three setsof prongs 49, 50 and 5| which respectively cooperate with the sleeves42, 43 or 44 so as to successively abut against them and slightly rotatethem relatively to control tube 29. The control tube 29 is rotativelyfixed within the carrier shaft but the governor rod 48 is rotativerelatively to control tube 29. The governor rod 48 passes axiallythrough the worm 9 and at its end opposite to the engine end has a smallspur gear 52 formed integral and therewith cooperates the gear racks 53,54 of two governor arms 55, 56, the latters weights providingcentrifugal force for governing, this force being counteracted by thetension rst of one spring 45, then plus 46, then plus 41 as thesuccessiveV impingement against the sleeves takes place.

The governor rod 48 at its opposite end (engine end) has a dog clutch 51with which an opposite dog clutch 58 on main.A clutch disengagementmeans 59 may cooperate when the engine clutch is engaged but maydisconnect when the engine clutch 60 is disengaged by pedal lever 6|.(It is noted that the governor rod may in the same way be restrainedfrom action when the accelerator pedal is depressed instead and releasedwhen the accelerator pedal is released.)

The carrier shaft I8 has another free wheel cam 62 with which a stilllower ratio spur gear 63 will cooperate always for forward driving whenthe transmission is in condition for forward drive but may free wheelrespective to the carrier shaft when a higher speed is engaged. The endof carrier shaft I0 opposite to worin 9 is by main clutch 60 coupled toengine 2.

The spur gears I6, I1 are in constant engagement with the spur gears 64,65 of secondary shaft 66 and the latter by small mitre gear 61 is indriving engagement with the large mitre gear 6. The driving ratio tomitre gear 6 and worm wheel 1 being different, the worm wheel 1providing preferably the ratio for most direct drive or lowest ratio,but this may be different.

In the use of my device, the car in which the transmission is used,being at a standstill and the engine being in operation, the operatorcauses the main clutch to be engaged and thereupon the engine will drivethrough the highest gear ratio to the secondary shaft and thus throughthe mitre gears to the wheel axle. In this starting condition thegovernor weights will not have centrifugal force thereon and thereforethey will be contracted toward their axis of revolution by the spiralsprings acting between the governor control rod and the control tube andtherefore likewise the governor control rod will be so partiallyrevolved through a portion of one revolution that its lugs will bedisengaged from contact with the sleeves. Thus the sleeves will bepermitted to take their place so partially revolved by the spiralsprings outside the control tube that the roller containers of the threegear transmissions above the lowest will be so slightly revolved thatthey will all have carried their rollers out of the positions ofengagement with their respective cams. Thus no transmission gears willbe engaged except the two spur gears providing the highest ratio oftransmisison. If the car is now started traveling, this condition willpersist until the speed of travel exceeds a predetermined rate of saysix to ten miles per hour and also until the operator depresses the mainclutch pedal and when he does so the main clutch will be disengaged andsimultaneously or nearly so the dog-clutch related to the governorcontrol rod will be disconnected and thus the governor control rod willbe released and permitted to partially revolve under the centrifugalurge of the governor weights a predetermined degree, just enough (if sayten miles per hour is not exceeded) to force the lugs of the governorcontrol rod against the sleeve of the next gear and to force that sleeveout of Contact with the lug of the sleeve and thus to permit the relatedroller container to slightly revolve and carry its rollers into positionof engagement between their cams and the interior gear face forengagement of that next gear. The main clutch being reengaged the dogclutch will connect and prevent further revolution of the governorcontrol rod until the main clutch is again disengaged and when the speedhas reached say between l and 20 miles per hour and when main clutch isdisengaged, the governor control rod will again be freed and theincreased centrifugal torce, by acting on the governor weights, willcause the governor control rod to again revolve slightly so as to engageand carry the next sleeve around suinciently to disengage it from itsrelated roller container (by its sleeve) and thus the roller containerof the next gear ratio will be permitted to carry its rollers into theirpositions of en gagement whereupon that gear will be engaged.Reengagement of the main clutch will cause'thls condition to persistuntil speed reaches say between and 30 miles and the operator againcauses the dog clutch to be disconnected when the governor control rodwill be permitted to again slightly further revolve carrying the sleeveout of contact and permitting the 'roller container to carry the rollersinto Contact with their camsy for engagement of Vthe next transmissionratio which will be that through the worm and worm wheel by means of thedrum. This"will be the direct drive. In any case if when the dogclutchis disconnected by the operator the car lis traveling at such a highrate of speed as related to a still lower ratio than the next theintermediate one will be passed through and the next higher or highest(if at highv speed) will be engaged. At any time when .any lower gearratio the governor. control rod will as the speed of the car declinescause the governor'control rod to Y retrogress revolutionally in thesame manner un- `til it occupies its correct relative positioncorresponding to the speed or" travel and if the main clutch is againengaged or the enginel caused to pick up speed the proper geartransmission for the rate of travel will be automatically engaged, asthis is determined by the governor control rod. At any time when aroller container is not yieldably held so that its rollers are out ofengagement by the impingementof the lugs of the governor control rodunder the urge of the spiral springs of the latter, that rollercontainer will by the opposed spiral spring be caused to revolvesuiciently so `asto carry its rollers into the engaging position. It isto be noted that the spiral springs which cause the disengagement of therollers by their roller containers are relatively stronger than thespiral springs which will individually cause the engagement of a set ofrollers. The governor weights will by their centrifugal force have toovercome progressively the force of the spiral springs on the governorcontrol rod. In the disengagement positions relatively of the rollersthey will be so freely revolvable that they will not receive suiicientforce to carry them into engagement with their cams. In someconstructions the dog-clutch may be omitted so that the governorcontrol` rod may freely revolve ac cording to the relative centrifugalforce and the tension of the several spiral springs, but in suchconstructions some yieldable connection would preferably be providedbetween the englne and driven axle to prevent shock.

While I have shown particular devices and combinations I contemplatethat other detailed devices and combinations of devices may be used inthe realization of my invention without departing from the spirit andcontemplation thereof.

What I claim is: y

1. In a transmission means, a driven element and a-driving element, aplurality of transmission sets for transmission of driving torquebetween the'elements each set having one member engageable ordisengageable, a free wheeling clutch means for each engageable memberand yieldable means for `normally retaining the clutch means out vo1?engagement and means for overcoming the yieldable means to permitengagement.

l2. In a transmission means, a driven element and a driving element, aplurality of transmission sets for transmission of driving torquebetween the elements each set having one member engageable ordisengageable, a free wheeling clutch means for each engageableV memberand yieldable means for normally retaining the clutch means out ofengagement and means for overcoming the yieldable means to permitengagement in accordance with speed controlling means.

, 3. In a transmission means, a driven member and a driving member, atorque member having related a plurality of transmission members,

means coordinated with each transmission member to complete atransmission train, a cluch means for each transmission member adaped tooccupy a non-engageable position for overrunning of the transmissionmember on the torque member,

a yieldable means for each clutch means forV thrusting it in engageableposition with the torque member, and speed regulated control means ableposition for overrunning of the transmission member on the torquemember, a yieldable means for thrusting the clutch member in engageableposition with the torque member, and control means whereby the clutchmeans may be held against its yieldable means in the non-engageableposil tion or released. f

In a transmission means, a driven member and a driving member, a torquemember having related a transmission member, means coordinated with thetransmission member to complete f a transmission train, a clutch meansfor the transmission member adapted to occupy a nomengageable positionfor overrunning of the transmission member on the torque member, ayieldable means for thrusting the clutch member in engageable positionwith the torque member, and speed regulated control means whereby theclutch means may be held against its yieldable means in thenon-engageable position or released.

6. Ina transmission means, a driven member and a driving member, acarrier shaft having related a transmission member, means coordinatedwith the transmission member to complete a transmission train, a freewheeling clutch means for the transmission member adapted to occupy anon-engageable position for over-running of `the transmission member onthe carrier shaft, a yieldable means for thrusting the free Wheeingclutch means in engageable position with the carrier shaft transmissionmember, and control means whereby the free wheeling clutch means may beheld against its yeldable means in the non-engageable position orreleased.

7. In a transmission means, a driven member and a driving member, acarrier shaft having related a transmission member, means coordinatedwith the transmission member to complete a transmission train, a freewheeling clutch means for the transmission member adapted to occupy anon-engageable position for overrunning of the transmission member onthe carrier shaft,a yield able means for thrusting the free wheelingclutch means in engageable position with the carrier shaft transmissionmember, and speed-regulated control means whereby the free wheelingclutch means may be held against its yieldable means in thenon-engageable position or released.

S. In a transmission means, a driven member and a driving member, acarrier shaft having related a plurality of transmission members, meanscoordinated' with each transmission member to complete a transmissiontrain, aV free wheeling clutch means for each transmission memberadapted to occupy a non-engageable position for overrunning of therelated transmission member on the carrier shaft, and having each ayieldable means for thrusting the free wheeling clutch means inengageable position with the carrier shaft and related transmissionmember, and control means whereby the several free wheeling clutchmea-ns may be held against the yieldable means in the non-engageablepositions or selectively released.

9. In a transmission means, a driven member and a driving member, acarrier shaft having related a plurality of transmission members, meanscoordinated with each transmission member to complete a transmissiontrain, a free wheeling clutch means for each transmission member adaptedto occupy a non-engageable position for over-running of the relatedtransmission member On the carrier shaft, and having each a yieldablemeans for thrusting the free wheeling clutch means in enffageableposition with the carrier shaft and related transmission member, andspeed regulated control means whereby th-e several free wheeling clutchmeans may be held against the yieldable means in the non-engageablepositions or released.

l0. In a transmission means, a driven member and a driving member, a.carrier shaft having related a` plurality of transmission members, meanscoordinated with each transmission member to complete a transmissiontrain, a roller clutch set for each transmission member adapted tooccupy a non-engageable position for overrunning of the relatedtransmission member on the carrier shaft, and having each a yieldablemeans for thrusting the roller clutch set in engageable position withthe carrier shaft and related transmission member, and control meanswhereby the several roller clutch sets may be heid against the yieldablemeans in the nonengage able positions or selectively released.

1l. In a transmission means, a driven member and a. driving member, acarrier shaft, having related a plurality of transmission members, meanscoordinated with each transmission member to complete a transmissiontrain, a roller clutch set for each transmission member adapted tooccupy a non-engageable position for overrunning of the relatedtransmission member on the carrier shaft, and having each a yieldablemeans for thrusting the roller clutch set in engageable position withthe carrier shaft and related transmission member, and speed regulatedcontrol means whereby the several roller clutch sets may be heldAagainst the yieldable means in the non-engageable positions orselectively released.

12. In a transmission means, a driven member having a pair oftransmission wheels revolvable therewith, a carrier shaft, a secondaryshaft in revolvable connection with one of the transmission whee1s,atransmission member on the carrier shaft cooperable through thesecondary shaft and its transmission wheelrwith the driven member andrelated means for clutching the transmission member to the carriershaft, and a clutch means for clutching the carrier shaft by the othertransmission Wheel for driving connection with the driven member.

13. In a transmission means, a driven member having a. pair oftransmission wheels revolvable therewith, a carrier shaft, a secondaryshaft in revolt/able connection with one of the transmission wheels andhaving revolvable with it a plurality of transmission members, aplurality of transmission members carried revolvably on the carriershaft and each cooperating with one transmission member on t e secondaryshaft and related means for independently ciutching each carrier shafttransmission member to the carrier shaft, and clutch means for clutchingthe carrier shaft by the other transmission wheel in driving connectionwith the driven member.

l14. In a transmission means, a driven member having a transmissionwheel means rotatable therewith, a primary drive member, a primary gearin permanent operative relation with the transmission wheel means, asecondary shaft having a gear xed therewith and in permanent operatingrelation with the transmission wheel means, a transmission member on theprimary drive member Aand a transmission member on the secondary shaftand means whereby these transmission members may be placed in operativerelation with the primary drive member and the secondary shaft and meanswhereby the primary drive member may be clutched with the primary gear.

l5. In a transmission means, a driven member having a transmission Wheelmeans rotatable therewith, a primary gear in permanent driving relationwith the transmission wheel means, a secondary gear in permanent drivingrelation with the transmission wheel means, a secondary transmissionmember in driving relation with the secondary gear, a primary drivemember having co-axial therewith a primary clutching means for clutchingwith the primary gear and having also coaxial therewith a transmissionmember for en* gagement of the primary drive member with the secondarytransmission member and means whereby the transmission member may beclutched with or declutched from the primary drive member.

ADOLPHE C. PETERSON.

Ali)

